molera



(No Model.) 4 Sheets-Sheet 1.

E. J. MOLERA.

ELECTRIC LoooMoTIVB.

No. 269,092. a l.. Patented Dec. 12, 1882.

W INvENToR 5 Y l 4 .y

ATTORNEY- N. PiTEnS/Pbwm'nqnphor. watch-non. D. C.

(No Model.) 4 Sheets-Sheet 3.

E. J. MOLERA.

BLBGTRIG LOGOMOTIVB.

N0.269,092. Patented De0.12,1882.

WITNESSES INVEN'roR .24v/T16 (yam g f M ;Zl I v ATTORNEY NA Pneu WW. vla-hmm. u. c.

(No Model.) 4 Sheets-Sheet 3. E. J. MOLERA.

ELECTRIC LOUOMOTIVB.

Patented Deo. 1 2, 1882.

Afforney N. PETERS. Hmoumqnpmf, wahingiw, D. C.

(No Model.) 4 sheets-sheet 4.

E. J. MOLERA.

BLBGTRIG LOGOMOTIVB. 10.269,092. Patented Dec. 12, 1882.

WITNESSES INVENTOR.

.PATENT Orsini-3.

EUSEBUS J. MOLERA, OF SAN FRANCISCO, CALIFORNIA, ASSIG'NOR OF ONE-HALF TO JOHN O. CEBRIAN, OF SAME PLACE.

ELECTRIC LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 269,092, dated December 12, 1882, Application filed November 1, 1830. (No model.)

To all whom it may conce-ra:

Be it known that I, EUsEBiUs J. MOLERA, of San Francisco, in the county of' San Francisco and State of California, have invented c 'rtain new and useful Improvements in Electric Locomotives; and I do hereby declare the following to be a full, clear, andexact description of' the invention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form part of this specification.

My invention relates to an improvement in electric locomotives. Heretofore devices of this character have principally been driven by apparatus which may be classified under one of' the two following` heads: first, those engines which are provided with galvanic batteries, and, second, those engines which are actuated by electrical energy developed byiudependent generators, and supplied to the engines by an insulated conductor following the track on which the engines travel.v Electric locomotives of the iirst class are objectionable, owing to the dificulty of' manipulating the battery, to the expense of maintaining it, and to the inconstancy of the current developed, consequent upon changes in the acids employed. On the other hand, electric locomotives ofthe second class are objectionable in that a large proportion of the electricity is dissipated into the atmosphere by the conduct- `or Aand into the ruiming connection between the latter and the locomotive. The second class of' locomotives also entail the expense of a long conductor, the cost oflaying it, and the employment of at least two magneto-electric machines.

The broad principle upon which my invention is based consists in providingalocomotive with a storage-battery and with an electromotor, the latter being arranged to be utilized as a generator of' the electricity which is stored, and, reversely, as a medium through which the stored energy is utilized in driving the locomotive. In addition to this controlling feature of'construction theinvention comprehends devices adapted to vary the quantity and tension of the electricity supplied by the storagereservoir, and a novel form ot' drive-wheel, the

same being arranged to be converted into a traction-brake by the deflection of an electrical current through it.

My invention further consists incertain details ot construction and combinations of' parts, as will be hereinafter described, and pointed out in the claims.

The drawings representone form of'inechanism for carrying` out my invention, the same having been chosen because ofthe simplicity of its construction, and because it is well adapted to accomplish the purpose of the invention. It is to be observed, however, that certain of the devices may be omitted without interfering with the action of the remainder; that any one or all of thc elements embodied in the illustrated mechanism may be modified as circumstances may dictate, and that the leading features of' construction may be employed in apparatus differing in form from that herein shown.

Figure l is a view in elevation of a locomotive embodying my invention. Fig. 2 is a plan view thereof. Fig. 3 is a view in side elevation. Fig. 4 is a view of the switch-table. Fig. 5 is a view thereofin side elevation. Fig. 6 isaview of one of' the bearings in which thereversibleelectrode-connecting bars are mounted. Fig. 7 is a view of the inner side of' one of the drive-wheels. Fig. 8 is a view, showing the connection between the magneto-machine and the battery. Fig. 9 is a detail view, showing the connection between the drive-wheels and battery; and Fig. l() is a view showing the connection between the depending` brakes and battery.

The reservoir A consists of a battery ofstorage-cells or accumulators of any approved type, Plants or Houston and Thompsons being suitable for the purpose. The said reservoir is connected to a magneto-electric machine, B, by two main conductors, O and D, which are respectively connected to the positive and negative poles ot' the battery. The electrodes ot` all of the different cells are secured in an upright switch-board, F, each row of cells having a double row of electrodes, the electrodes a of' each double row being of' positive and the electrodes a! being of negative polarity. The electrodes of each row of cells are provided with reversible electrode-connecting bars G, the same being adapted to couple the cells of each row for quantity or for tension. This adaptation consists in providing one face ofthe bars with two longitudinal strips, b and b', adapted to he respectively engaged with the electrodes a and a ofthe cells, and insulated from eachother and from the bars. lVhen the strips aforesaid are engaged with the electrodes, the cells will be coupled for quantity.

The adaptation of the bars to couple the cells for tension consists in providing their opposite faces with insulated ltransverse strips c equal in number to the number ot' cells in each row and grouped diagonally across the faces of the bars, being thus adapted to couple the positive electrode of one cell with the negative electrode ot'an adjoining cell ofthe same row. The said bars G are provided at each end with short square journals c', .which are mounted in bearings d, the same being secured to the switch-board, provided with slots d', thein ner portions of which correspond in shape and size with the journals.

To reverse the bars face for face, they are grasped by their handles e and moved sufficiently from the electrodes to allow theirjournals to be turned over in the outer portions of the slots d. When this is accomplished the bars are again moved back and engaged with the electrodes, being locked in place by the shape of the lower portions ot' the said slots. While the devices above described answer every purpose, it is apparent that other constructions to fulfill the same function may be resorted to.

rIhe right-hand electrode a ot' each row of cells is extended by a wire,f, which terminates in a key, H,adapted to be engaged either with the main conductor O,or with the extension f ofthe right-hand electrode a of an adjoining row of cells.

In Fig. 4 ofthe accompanying drawings the key connected with the right-hand electrode a of the lower row of cells is shown in engagement with the extensionf of the righthand electrode a' of the next row ofcells above, the key of this row of cells being connected with the main conductor C. The left-hand electrode a of each row of cells is extended by a wire,g, which terminates in a key, H', adapted to be engaged either with the main conductor D, or with the extension g of the let'thand electrode a of an adjoining row of cells.

In Fig. etof the drawings, the key IrI of the lower row ot' cells is engaged with the main conductor D, while the key ofthe next row ot' cells above is engaged with the extension g of the left-hand electrode a of the lower row of cells.

From the foregoing description it is appar ent that through the agency of the reversible bars G and the keys H and H a wide range ot' operation is offered for obtaining electricity from the storage-battery in the desired quantity and at the desired tension. For instance, supposing Jthe bars G to be arranged to present the strips band b to the electrodes of the several rows of cells, thus connecting the cells for quantity, by turning the keys the rows of cells may be individually connected to the main conductors or collectively in one or more groups. On the other hand, supposing the bars G to be arranged to present the strips c to the electrodes of the several rows of cells, thus coupling the cells for tension, by turning the keys the rows ofcells may be individually connected to the main conductors, or collectively in one or more groups. In this connection it should be observed that the keys H and H of the upper row of cells can be engaged only with the conductors contiguous to them, as their position precludes their engagement with appropriate electrode-extensions of adjoining cells.

lhe devices herein shown for adapting the magneto-electric machine to be employed both as a generator of the electricity to be stored and as a medium for the utilization ofthe stored electricity in driving the locomotive consist of band-wheels hand sprockets h, the same being mounted upon the shaft I ot' the magnetoelectric machine, and ot' bands or chains J encircling the said sprockets It', and sprockets K, associated with the drivingwheels L.

In running the locomotive it is iirst necessary to charge the battery A. This is done by disconnectingV the chains from the fixed pulleys 7L' and connecting the band-wheels h with any suitable motive power, whereby the shaft I is revolved, and the magneto-machine actuated inthe generation of electricity which is transmitted by the main conductors C and D to the battery, the cells of which are coupled for quantity, and connected to the conductors by the switches H and H in the manner hereinabove set forth. Then the battery is charged as desired, theband-wheels are disconnected from the independent motor, and the chains are restored to the sprockets, whereby the shaftIis connected with the sprockets Kot the drive-wheels. The electrodes of the batterycells are now coupled for tension, inasmuch as in such combination the electrical energy stored in the battery is most advantageously employed to actuate the magneto-machine which drives the locomotive. A handle, M, located in the center of the lower end of the switch-board is adapted in three movements to be engaged with six terminals. lVhen the terminals m and a are united by the handle a circuit will be closed through the battery and the magneto-electro machine through the connections shown in Fig. S of the drawings. When the terminals o and p are united by the handle a circuit is closed through the battery and the drive-wheels, whereby they are converted into traction-brakes, as will be hereinafter described The connections between the drive-wheels and the battery are shown in Fig. 9 of the drawings. A union ot the terminals ICO IOS

IIO

q and -r by means ofthe handle will eiect the closing` ot'a circuit through the battery and the depending brakes, the connections between the same and the said battery being shown in Fig. ofthe drawings. The engineer stands on the platform N, from which he is able to to manipulate the handle M, the bars G, and the keys H and H.

For the purpose of governing the speed ot the locomotive when descending grades and also for stopping it or for retarding its motion when running over level tracks, its wheels are adapted to be converted into traction-brakes by the detlection of electrical currents through them. With this end in view the wheels are composed essentially of electro-magnets 0, which constitute their spokes, and ot' tires divided into insulated segmental sections t by non-magnetic blocks i', the said sections and the poles of the magnets being relatively so arranged that similar poles ot' adjacent magnets are secured to the same sections of the tire. The wires of 'the magnets terminate in contact-platesj, insulated from cach other by the interposition between their ends ot'blocks or sections jot any desired insulating material, the plates and blocks being adapted when grouped together to form rings encircling the aXle ofthe wheels. -Two pairs of stationary brushes, P, connected with opposite poles of the storage-battery located below the wheelaxle and respectively contiguous to the wheels, are adapted to simultaneously engage with two ot' the contact-plates j when the same are brought in proper positions 4by the rotation of the wheels, the said plates and tire-sections being relatively arranged so that the former will be properly engaged with the brushes to energize the magnets having similar poles secured to the contacting tire-sections from the the time they tirst come in contact with the rails until theyleave the same.

1n illustration ot the manner in which electrical currents from the battery are deiiected through the wheels in converting them into traction-brakes a wheel has been shown in detail in Fig. 7 ot' the drawings. The arrangement of electric connections disclosed in this iigure renders the pair ot' magnets, respectively located above and below a horizontal line bisecting thc wheel, co-operative in eit'ecting the magnetization of the tire-sections upon which their poles rest, the two pairs ot' magnets operating independently ot each other.

It has been observed that the contiguous poles ot' two adjacent magnets are of the same polarity. Consequently the most separated the terminals o and p, which will result in closing a circuit through the storage-battery and the electro-inaguetsO,thecurrenttlowingfrom the positive conductor of the battery to the point x, shown in Fig. 9 of the drawings, where it will divide and tlow to the positive brush, P, ot' each wheel. Let it be assumed that the wheels are in the position shown in Fig. `Tof thedrawings, wherein the two brushes are respectively in contact with the two plates in which the wires ot' the lower pair ot magnets termina-te. From the positive brushes the current will How to the righthand contactplates, when it will again divide, one portion tlowing in the direction indicated by the arrows through the wire encircling the legs ot the right-hand magnet,theiice to the left-hand contact-plate, from which it will pass to the brush P. rl`he other portion ot' the current. will iiow from the riglit-hand contact-[date to the wires encircling the legs ot the let't.-liand magnet, passing therefrom to the left-hand contactplate, and thence to the brush l". In the deflection of these currents, as described, the contiguous poles and the most separated poles ot' the lower pair ot' magnets will be positively and negatively inagiietized respectively, and induce magnetism in the tiic-sectioiis upon which they rest. rlhe said sections in turn will induce magnetism in the track-rails, the attraction between them and the said rails operating as a brake to retard the locomotive. The degree ot' braking-power exerted by the wheels will be directly proportionate to the strengthot the currentdeiiected through them.

Itwillbe seen that thetire-sections on which the positive poles of the magnets rest will be magnetized once in every revolution ot thc wheel and retard the locomotive, while the tire-sections upon which the negative poles of the magnets restwill beinoperative as regards retarding effect.

Depending from each side ot' the locomotive and in line with the track-rails are electromagnets Q. These magnets are adapted to serve as friction-brakes, and have vertical movement upon suitable guides, lt. Vlien demagnetized they are supported above the track-rails by springs S. They are connected to the storage-battery by wires disposed as shown in Fig. l0 ofthe drawings. VWhen the terminals q and t* are united by the handle M, a circuit will be closed through the magnets magnetizing them and causing them to de sceud upon the track-rails, which will servein the capacity ot` armatures.

I would have it understood that I do not limit myself to the construction herein shown and described, but that I hold myself at liberty to make such changes and alterations as fairly fall within the spirit and scope of my invention.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. ln an electric locomotive, the combination, with the wheels thereotl and a storageroo IOS

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battery, of an electromotor and suitable connections, whereby the said motor is adapted to be employed to charge the storage-battery and to utilize the stored energy in driving the locomotive, substantially as set forth.

L. In an electric locomotive, the combina tion, with the drive-wheels thereof, an electromotor provided with a revolving shaft and gearing connecting the said wheels and shaft, of a storage-battery supported on the locomotive and electrically connected with the motor, whereby the same is actuated bythe stored energy in driving the locomotive, substantially as set forth.

3. In an electric locomotive, the combination, with an electromotor and a storageebatter-y electrically connected with each other, of driving-wheels and gearing connecting them with the motor, whereby they are driven when it is actuated bythe energy stored in the bat` tery, said gearing being` adjustable to disconnect the wheels and motor when the latter is being` employed to charge the battery, substantially as set forth.

4. In .an electric locomotive, the combination, with the driving-wheels thereof, an electroinotor and gearing to transmit the power ofthe motor to the wheels, of a storage-batteiy electricallyconnected with the motor, a switchboard in which the electrodes of the battery elements terminate, electrode-connecting bars to connect the elements together in rows for quantityr or for tension, and keys to connect the rows with the conductors leading to the motor either individually or collectively, substantially as set forth.

5. In an electric locomotive, drive-wheels composed of elcctro-magnetspokes and of tires formed in insulated segmental sections, similar poles of two adjacent magnets bei ng connected to comm on tire sections,substantially as shown and described.

6. In an electric locomotive, drive-wheels composed essentially oi' electro-magnet spokes and of tires formed in insulated segmental scc tions, similar poles ot' adjacent magnets being` connected to com mon tire-sections, ot' insulated contactplates, in which the wires ofthe niagnets terminate, and brushes connected with the battery and arranged to prol'ierly engage with said plates to close circuits through the pairs of magnets having similar poles upon the tiresections in contact with the rails, substantially as set forth.

ln testimony that I claim the foregoing l have hereunto set my hand this lith day ol' September, 1880.

E. J. MOLERA.

YVitnesses:

F. O. WEGENER, ANDRES Mania. 

